US9004043B2 - Control device for internal combustion engine - Google Patents

Control device for internal combustion engine Download PDF

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Publication number
US9004043B2
US9004043B2 US13/977,847 US201113977847A US9004043B2 US 9004043 B2 US9004043 B2 US 9004043B2 US 201113977847 A US201113977847 A US 201113977847A US 9004043 B2 US9004043 B2 US 9004043B2
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Prior art keywords
amount
command value
pipe pressure
throttle
intake pipe
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Expired - Fee Related, expires
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US13/977,847
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US20130306026A1 (en
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Satoru Tanaka
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TANAKA, SATORU
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y02T10/42—

Definitions

  • the present invention relates to a control device for an internal combustion engine and particularly relates to a control device for an internal combustion engine including a throttle that is disposed in an intake passage and a plurality of actuators of which the operating states affect a relationship between an intake pipe pressure and an intake air amount.
  • a number of actuators are provided in an internal combustion engine for a vehicle.
  • a control device for an internal combustion engine controls the internal combustion engine by performing coordinated manipulation of those actuators.
  • Control relating to the plurality of actuators includes intake air amount control. Controlling an intake air amount is performed mainly by a throttle disposed in an intake passage.
  • VVT variable valve timing mechanism
  • the intake air amount is affected by not only an opening of the throttle but also an operating state of the VVT. Therefore, as described in JP-A No. 2004-245082, for example, conventional control devices for an internal combustion engine have identified each operable range of the throttle and the VVT and have determined optimum actuator operating amounts for realizing a target intake air amount in the range.
  • the VVT is not the only actuator other than the throttle to be taken into account in controlling of an intake air amount.
  • actuators include a waste gate valve (hereinafter, WGV), a variable lift amount mechanism that varies a lift amount of the intake valve, and so on. Application to these actuators is not mentioned in the above patent document.
  • Patent Document 1 JP-A No. 2004-245082
  • Patent Document 2 JP-A No. 2009-068402
  • Patent Document 3 JP-A No. 2010-053705
  • Patent Document 4 JP-A No. 2008-008155
  • Patent Document 5 JP-A No. 2003-184587
  • Patent Document 6 JP-A No. 2001-159341
  • the present invention has an object to control an intake air amount accurately by means of a throttle even where a plurality of actuators of which the operating states affect a relationship between an intake pipe pressure and an intake air amount are provided.
  • the present invention provides a control device for an internal combustion engine as follows.
  • a control device for an internal combustion engine determines a target intake air amount in a predetermined time step (hereinafter, ⁇ t).
  • the control device calculates a maximum amount of increase in a intake pipe pressure in the ⁇ t achieved by manipulating a throttle to an opening side at a maximum speed and a maximum amount of decrease in an intake pipe pressure in the ⁇ t achieved by manipulating the throttle to an closing side at a maximum speed.
  • both the maximum amount of increase and maximum amount of decrease in the intake pipe pressure are calculated from a current intake pipe pressure and a current intake valve flow rate.
  • the control device determines, by use of a relational expression established between an intake pipe pressure, an intake valve flow rate, and operating states of the plurality of actuators and a relational expression established between an intake valve flow rate and an intake air amount, a command value for each of the plurality of actuators so that an amount of change in the intake pipe pressure in the ⁇ t that is required to achieve the target intake air amount falls within a range from the maximum amount of decrease to the maximum amount of increase.
  • the control device calculates a target opening of the throttle for a purpose of achieving the target intake air amount under the determined actuator command value.
  • the control device prepares in advance a plurality of command value candidates for each operational condition of the internal combustion engine and selects the actuator command value to be determined from the plurality of command value candidates.
  • the control device prepares in advance an optimum command value for each operational condition of the internal combustion engine and sets the optimum command value as the actuator command value when the amount of change in the intake pipe pressure realized with the optimum command value is within the range from the maximum amount of decrease to the maximum amount of increase.
  • control device sets a value specified with the maximum amount of decrease as the actuator command value when the amount of change in the intake pipe pressure realized with the optimum command value exceeds the maximum amount of decrease and sets a value specified with the maximum amount of increase as the actuator command value when the amount of change in the intake pipe pressure realized with the optimum command value exceeds the maximum amount of increase.
  • FIG. 1 is a flowchart showing a procedure of an intake air amount control executed by a control device in a first embodiment of the present invention.
  • FIG. 2 is a diagram showing an image of calculating am according to the first embodiment of the present invention.
  • FIG. 3 is a diagram explaining a method of selecting an actuator condition in the first embodiment of the present invention.
  • FIG. 4 is a diagram explaining a method of selecting an actuator condition in the first embodiment of the present invention.
  • FIG. 5 is a diagram explaining a method of selecting an actuator condition in the first embodiment of the present invention.
  • FIG. 6 is a flowchart showing a procedure of an intake air amount control executed by a control device in a second embodiment of the present invention.
  • FIG. 7 is a diagram explaining a method of selecting an actuator condition in the second embodiment of the present invention.
  • FIG. 8 is a diagram explaining a method of selecting an actuator condition in the second embodiment of the present invention.
  • a control device for an internal combustion engine of the present embodiment is intended for an internal combustion engine of which the torque is controlled by controlling an intake air amount by the operation of a throttle.
  • the internal combustion engine controlled by the present control device is an internal combustion engine with a turbocharger, which is provided with a VVT and a WGV that are actuators of which the operating states affect a relationship between an intake pipe pressure and an intake air amount.
  • the present control device calculates a load required for the internal combustion engine based on a driver's accelerator operation amount and determines a target intake air amount to achieve the required load. Determination of the target intake air amount is performed every predetermined time step ⁇ t. Then, an opening of the throttle that is necessary to achieve the target intake air amount is determined together with respective command values for the VVT and the WGV. In other words, the present control device performs coordinated manipulation of all the actuators relating to an intake air amount instead of manipulating the throttle independently of the VVT and the WGV.
  • a procedure of an intake air amount control executed by the present control device will now be described with reference to the flowchart in FIG. 1 as follows.
  • the present control device calculates the amount of change in the intake pipe pressure that is required to achieve the target intake air amount for each actuator condition.
  • the actuator condition is a condition determined by an operating state of the VVT and an operating state of the WGV.
  • the present control device prepares in advance a plurality of combinations of a command value candidate for the VVT and a command value candidate for the WGV for each operational condition of the internal combustion engine. Each combination of the command value candidate for the VVT and the command value candidate for the WGV corresponds to the actuator condition.
  • Each actuator condition is ranked from a viewpoint of fuel economy performance, exhaust gas performance, drivability, and so on.
  • Equation 1 Calculation of the amount of change in the intake pipe pressure is performed by use of the following equation 1 established between an intake pipe pressure, an intake valve flow rate, and an actuator condition.
  • Equation 1 “mc” denotes an intake valve flow rate and “Pm” denotes an intake pipe pressure.
  • “a” and “b” denote coefficients, which are expressed respectively as a function of an engine speed “ne”, a command value “VVT” of the VVT, and a command value “WGV” of the WGV.
  • mc a ( ne,VVT,WGV )* Pm ⁇ b ( ne,VVT,WGV ) Equation 1
  • a target intake pipe ressure “Pmref(t+ ⁇ t)” in the ⁇ t is calculated according to the following Equation 3.
  • Pmref ( t+ ⁇ t ) ( mc ( KLref )+ b ( ne,VVT,WGV ))/ a ( ne,VVT,WGV ) Equation 3
  • the present control device calculates the amount of change in the intake pipe pressure for each actuator condition according to Equation 4.
  • FIG. 2 illustrates four actuator conditions (a), (b), (c), and (d) and represents relationships between an intake pipe pressure and an intake air amount under the respective actuator conditions. Further, FIG. 2 shows Pmref and ⁇ Pm calculated in condition (b) and Pmref and ⁇ Pm calculated in condition (d) comparatively. As can be seen from this figure, the amount of change in the intake pipe pressure required to achieve the target intake air amount varies depending on actuator conditions.
  • the present control device calculates a maximum amount of increase in the intake pipe pressure in the ⁇ t that is achieved when the throttle is manipulated to an opening side at a maximum speed and calculates a maximum amount of decrease in the intake pipe pressure in the ⁇ t that is achieved when the throttle is manipulated to an closing side at a maximum speed.
  • These calculations are performed by use of the following Equation 5 established between a throttle flow rate, an intake valve flow rate, and an amount of change in an intake pipe pressure.
  • Equation 5 “ ⁇ ” denotes a specific heat ratio, “R” denotes a gas constant, “T” denotes a throttle upstream temperature, “Vm” denotes an intake pipe volume, “mt” denotes a throttle flow rate, and “mc” denotes an intake valve flow rate.
  • the throttle flow rate “mt” is expressed as a function of a throttle opening “TA”, an intake pipe pressure “Pm”, and a throttle upstream pressure “P”.
  • ⁇ Pm ⁇ *R*T* ⁇ t/Vm *( mt ( TA ( t+ ⁇ t ), Pm ( t ), P ) ⁇ mc ( t )) Equation 5
  • Equation 6 the maximum amount “ ⁇ Pmmax” of increase in the intake pipe pressure can be calculated according to the following Equation 6.
  • ⁇ TA denotes a maximum amount of change in the throttle opening per the ⁇ t.
  • ⁇ Pmmax ⁇ *R*T* ⁇ t/Vm *( mt ( TA ( t )+ ⁇ TA, Pm ( t ), P ) ⁇ mc ( t )) Equation 6
  • ⁇ Pmmin ⁇ *R*T* ⁇ t/Vm*( mt ( TA ( t ) ⁇ TA, Pm ( t ), P ) ⁇ mc ( t )) Equation 7
  • the maximum amount “ ⁇ Pmmax” of increase in the intake pipe pressure is an upper limit of the amount of change in the intake pipe pressure that is available within operable range of the throttle, and meanwhile the maximum amount “ ⁇ Pmmin” of decrease is a lower limit of the amount of change in the intake pipe pressure.
  • the amount “ ⁇ Pm” of change in the intake pipe pressure under a certain actuator condition which is included among the amounts “ ⁇ Pm” of change in the intake pipe pressure under the respective actuator conditions calculated in step S 102 , is within a range from the maximum amount “ ⁇ Pmmin” of decrease to the maximum amount “ ⁇ Pmmax” of increase, it is deemed possible to achieve the target intake air amount under the certain actuator condition.
  • step S 104 the present control device determines whether a conditional equation “ ⁇ Pmmin ⁇ Pm ⁇ Pmmax” is satisfied regarding the amounts “ ⁇ Pm” of change in the intake pipe pressure under the respective actuator conditions and extracts an actuator condition under which the conditional equation is satisfied. Then, in the following step S 105 , the present control device selects the highest ranked actuator condition among the actuator conditions extracted in step S 104 .
  • FIGS. 3 , 4 and 5 are a contour plot of ⁇ Pm where the vertical axis shows a command value of the WGV and the horizontal axis shows a command value of the VVT.
  • Each graph depicts a contour plot of ⁇ Pm at the time of acceleration.
  • a plurality of white circles shown in the graph are operating points corresponding to the respective actuator conditions. Since the target air amount is increased at the time of acceleration, the amount of change in the intake pipe pressure “ ⁇ Pm” has a positive value. Therefore, a problem may be caused depending on a relationship between the upper limit line of ⁇ Pmmax and each operating point.
  • the line of ⁇ Pm-minimal in the figure is a line connecting minimal values of ⁇ Pm and is not intended to be the lower limit line of ⁇ Pmmin.
  • the graph shown in FIG. 3 depicts a contour plot of ⁇ Pm corresponding to the case where the target air amount is relatively slowly changing at the time of acceleration.
  • the right side region from the line of ⁇ Pmmax in the figure is a region where intake air amount control by the throttle is impossible (air amount uncontrollable region).
  • five operating points from r 1 to r 5 are shown. Each operating point number represents a rank, and the operating point r 1 is the highest-ranked operating point.
  • the operating point r 1 is within the air amount uncontrollable region, and the conditional equation “ ⁇ Pmmin ⁇ Pm ⁇ Pmmax” is not satisfied at the operating point r 1 . Therefore, in this case, the actuator condition corresponding to the operating point r 2 , which is the next highest-ranked operating point, is selected.
  • the graph shown in FIG. 4 depicts a contour plot of ⁇ Pm corresponding to the ease where the target air amount is greatly changing at the time of acceleration.
  • the air amount uncontrollable region which is the right side region from the line of ⁇ Pmmax, expands than the case shown in FIG. 3 .
  • five operating points from r 1 to r 5 are shown.
  • the highest-ranked operating point r 1 is within the air amount uncontrollable region.
  • the next highest-ranked operating point r 2 is also within the air amount uncontrollable region. Therefore, in this ease, the actuator condition corresponding to the operating point r 3 , which is the 3rd-ranked operating point, is selected. In this manner, according to the present control device, even when the air amount uncontrollable region expands, the best actuator condition in a region where intake air amount control is possible is automatically selected.
  • the graph shown in FIG. 5 depicts a contour plot of ⁇ Pm corresponding to the case where an engine speed is low and an air amount is increasing. Since scavenging of cylinders occurs at the time of a low engine speed, the left side region from the line of ⁇ Pmmax becomes the air amount uncontrollable region. In the figure, three operating points from r 1 to r 3 are shown. The operating points r 1 and r 2 are within the air amount uncontrollable region. Therefore, in this case, the actuator condition corresponding to the operating point r 3 , which is the 3rd-ranked operating point, is selected. In this manner, according to the present control device, the best actuator condition in a region where intake air amount control is possible is automatically selected regardless of the current of the air amount uncontrollable region expands.
  • step S 106 the present control device calculates a target throttle opening from ⁇ Pm of the actuator condition selected in step S 105 .
  • the calculation of the target throttle opening is performed by use of the above-mentioned Equation 5.
  • a throttle flow rate “mt” is calculated from ⁇ Pm by Equation 5 and then the target throttle opening “TA(t+ ⁇ t)” in the ⁇ t is calculated from the throttle flow rate “mt”.
  • the present control device manipulates the VVT and WGV in accordance with the actuator condition selected in step S 105 (step S 107 ). Further, the present control device manipulates the throttle in accordance with the target throttle opening calculated in step S 106 in parallel therewith (step S 108 ).
  • the present control device makes it possible to control accurately an intake air amount by the throttle.
  • FIG. 6 is a flowchart showing a procedure of an intake air amount control executed by a control device in the present embodiment. The procedure of the intake air amount control executed by the present control device will now be described with reference to the flowchart in FIG. 6 as follows.
  • step S 201 the present control device determines a target intake air amount in the ⁇ t according to a load required for the internal combustion engine.
  • the present control device calculates an amount “ ⁇ Pm” of change in an intake pipe pressure that is required to achieve the target intake air amount under an optimum actuator condition.
  • the optimum actuator condition is a combination of the command values for the VVT and WGV that is most suitable from the viewpoint of fuel economy performance, exhaust gas performance, and drivability, and corresponds to the highest-ranked actuator condition in the first embodiment.
  • the present control device prepares in advance optimum actuator conditions for each operational condition of the internal combustion engine. Calculation of the amount “ ⁇ Pm” of change in the intake pipe pressure is performed with by use of Equation 1 and Equation 2 as with the first embodiment.
  • the present control device calculates a maximum amount “ ⁇ Pmmax” of increase in the intake pipe pressure in the ⁇ t that is achieved when the throttle is manipulated to an opening side at a maximum speed and calculates a maximum amount “ ⁇ Pmmin” of decrease in the intake pipe pressure in the ⁇ t that is achieved when the throttle is manipulated to the closing side at a maximum speed.
  • step S 204 the present control device determines whether or not the amount “ ⁇ Pm” of change in the intake pipe pressure under the optimum actuator condition is larger than the maximum amount “ ⁇ Pmmin” of decrease as a lower limit.
  • the present control device determines whether or not the amount “ ⁇ Pm” of change in the intake pipe pressure is smaller than the maximum amount “ ⁇ Pmmax” of increase as an upper limit next (step S 205 ).
  • the present control device selects the optimum actuator condition as a final actuator condition (step S 206 ).
  • the present control device calculates an actuator condition corresponding to the maximum amount “ ⁇ Pmmax” of increase in accordance with a predetermined logic and selects it as the final actuator condition (step S 207 ).
  • the present control device calculates an actuator condition corresponding to the maximum amount “ ⁇ Pmmin” of decrease in accordance with a predetermined logic and selects it as the final actuator condition (step S 208 ).
  • FIGS. 7 and 8 are a contour plot of ⁇ Pm where the vertical axis shows a command value of the WGV and the horizontal axis shows a command value of the VVT.
  • Each graph depicts a contour plot of ⁇ Pm at the time of acceleration.
  • a plurality of white circles shown in the graph are operating points corresponding to the respective actuator conditions.
  • the operating point p 0 represents an operating point corresponding to the optimum actuator condition.
  • the operating point p 0 is not within the air amount uncontrollable region. Therefore, the actuator condition corresponding to the operating point p 0 , which is the optimum actuator condition, is selected as the final actuator condition.
  • the operating point p 0 is within the air amount uncontrollable region, it is not possible to select the optimum actuator condition.
  • the operating point on the line of ⁇ Pmmax that is the closest to the operating point p 0 is calculated.
  • the said operating point is the operating point p 1 in the figure.
  • the line of ⁇ Pmmax can be identified by determining the values of the VVT providing ⁇ Pmmax while changing the value of the WGV.
  • the present control device prepares in advance a map of the relationship between the values of the WGV and VVT where ⁇ Pmmax is provided and calculates the operating point p 1 on the line of ⁇ Pmmax by use of the data of the map.
  • the actuator condition corresponding to the operating point p 1 is selected as the final actuator condition. Selecting the actuator condition corresponding to ⁇ Pmmax has an advantage of making the throttle operate to the operational limitation.
  • step S 209 the present control device calculates a target throttle opening from ⁇ Pm under the actuator condition selected in any one of step S 206 , 207 , and S 208 .
  • the calculation of the target throttle opening is performed by use of the above-mentioned Equation 5.
  • a throttle flow rate “mt” is calculated from ⁇ Pm by Equation 5 and then the target throttle opening “TA(t+ ⁇ t)” in the ⁇ t is calculated from the throttle flow rate “mt”.
  • the present control device manipulates the VVT and WGV in accordance with the actuator condition selected in any one of step S 206 , S 207 , and S 208 (step S 210 ). Further, the present control device manipulates the throttle in accordance with the target throttle opening calculated in step S 209 in parallel therewith (step S 211 ).
  • step S 211 By performing the intake air amount control in the above-described procedure, excessive operations of the VVT and WGV are limited and thereby the amount of change in the intake pipe pressure which is required to achieve the target intake air amount is confined within a range where the throttle is operable.
  • the present control device there is an advantage that it is possible to select the best actuator condition automatically without preparing a plurality of candidates as in the first embodiment.
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